US8880303B2 - Vehicle control unit and vehicle equipped with the same - Google Patents

Vehicle control unit and vehicle equipped with the same Download PDF

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Publication number
US8880303B2
US8880303B2 US12/375,599 US37559908A US8880303B2 US 8880303 B2 US8880303 B2 US 8880303B2 US 37559908 A US37559908 A US 37559908A US 8880303 B2 US8880303 B2 US 8880303B2
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Prior art keywords
vehicle
speed
shift
deceleration
control
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US12/375,599
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US20110313627A1 (en
Inventor
Naoki Ishikawa
Katsumi Ueda
Masanobu Seki
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Mitsubishi Logisnext Co Ltd
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Mitsubishi Nichiyu Forklift Co Ltd
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Assigned to MITSUBISHI HEAVY INDUSTRIES, LTD. reassignment MITSUBISHI HEAVY INDUSTRIES, LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ISHIKAWA, NAOKI, SEKI, MASANOBU, UEDA, KATSUMI
Publication of US20110313627A1 publication Critical patent/US20110313627A1/en
Assigned to MITSUBISHI NICHIYU FORKLIFT CO., LTD. reassignment MITSUBISHI NICHIYU FORKLIFT CO., LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: MITSUBISHI HEAVY INDUSTRIES, LTD.
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B60W10/188—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes hydraulic brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18036—Reversing
    • B60W30/18045—Rocking, i.e. fast change between forward and reverse
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
    • F16H2061/165—Preventing reverse gear shifts if vehicle speed is too high for safe shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2312/00—Driving activities
    • F16H2312/09—Switching between forward and reverse

Definitions

  • the present invention relates to a vehicle control unit, having a function of preventing a breakdown of a vehicle caused by an operator's erroneous operation during a vehicle traveling mode, and a vehicle equipped with the vehicle control unit, and more particularly, to a vehicle control unit suitable for an industrial vehicle and a vehicle equipped with the vehicle control unit.
  • a driving force of an engine is transmitted to a transmission via a torque converter, and is transmitted to a drive wheel via one of a forward clutch and a reverse clutch received in the transmission, thereby allowing the vehicle to be in a traveling mode.
  • the forward clutch and the reverse clutch are selected by a shift lever used to perform a forward/reverse switching operation.
  • a control system of a general automatic transmission includes a forward solenoid and a reverse solenoid of an electromagnetic switching valve for controlling a drive mechanism involved with a forward/reverse operation of a shift vehicle; and a control device for controlling the forward and reverse solenoids, wherein an operator selects a shift position by operating a shift lever provided in a driver seat, and the solenoids are controlled to be turned on or off on the basis of the shift position of the shift lever detected by a control unit, thereby realizing the speed stages such as a neutral, a forward/reverse, and plural speed stages.
  • a transmission, an axle, or the like may be broken down by a high shock generated when a transmission gear is engaged in accordance with the erroneous shift operation.
  • a large load is applied to the vehicle.
  • Patent Document 1 Japanese Patent Application Laid-Open No. 2000-249220 discloses an automatic transmission control device which prohibits a switching operation from a forward range to a reverse range in an automatic transmission when a vehicle speed detected by a vehicle speed sensor is not less than a predetermined reverse prohibiting speed and which adopts a vehicle speed using a gear ratio and a turbine rpm obtained from a turbine rpm sensor instead of the vehicle speed when the vehicle speed sensor is in an abnormal state.
  • Patent Document 2 Japanese Patent Application Laid-Open No. 2006-138424 discloses a configuration in which it is determined whether a vehicle speed deceleration direction is abruptly changed when a shift lever is switched to an R range by an automatic transmission control device and the vehicle speed is faster than a reverse prohibiting speed so as to output a determination that a solenoid is in a reverse prohibiting abnormal state when the vehicle speed deceleration direction is abruptly changed and to output a determination that the solenoid is in a reverse prohibiting normal state when the vehicle speed deceleration direction is not abruptly changed. Accordingly, it is possible to determine an abnormal state by detecting a dangerous state where a gear is not normally engaged at the time of a reverse departure, and thus to improve security and maintainability by informing a passenger of the determination.
  • the transmission, the axle, or the like may be broken down due to a large shock.
  • an industrial vehicle represented as a cargo handling machine such as a forklift or a reach stacker and a construction machine such as a motor grader, a bulldozer, or a wheel loader
  • the forward/reverse switching operation is frequently repeated since the driving operation is carried out in many cases during a work, and thus an operator's erroneous operation may easily occur.
  • a vehicle for preventing the problem has been strongly demanded.
  • a vehicle since the operator needs to carry out the driving operation during the work, a vehicle has been demanded which is capable of appropriately controlling a vehicle movement without requiring a complex operation as much as possible.
  • an object of the invention is to provide a vehicle control unit and a vehicle equipped with the vehicle control unit, the vehicle control unit being capable of preventing a breakdown of a vehicle by ignoring a shift change in a direction opposite to a vehicle traveling direction caused by an erroneous operation of a shift lever during a traveling mode and of appropriately controlling a vehicle movement without requiring a complex operation as much as possible.
  • a vehicle control unit for controlling a vehicle on the basis of a detection signal obtained from a shift range detecting unit configured to detect a shift range selected by a shift operating unit and a vehicle speed detecting unit configured to detect a vehicle speed, wherein when the shift range detecting unit detects the shift range selected in a direction opposite to a vehicle traveling direction in a state where the vehicle speed detecting unit detects a vehicle speed not less than a predetermined speed (first speed) V 1 , a vehicle control is carried out so that a compulsory deceleration is carried out by means of a deceleration unit provided in the vehicle instead of permitting the shift change corresponding to the detected shift range.
  • the shift change is ignored in a direction opposite to a vehicle traveling direction caused by an erroneous operation of the shift lever during a traveling mode, it is possible to prevent a breakdown of a vehicle. That is, in a case where the shift switching operation causing a large load is carried out at a high vehicle speed, it is possible to prevent a high shock from being applied to a transmission, an axle, or the like by carrying out a control for ignoring the shift change of the transmission in accordance with the shift switching operation.
  • the vehicle control may be carried out so that the compulsory deceleration control using the deceleration unit is continued up to a speed (a second speed V 2 ) at which the vehicle is regarded to be in a substantial stop state.
  • the deceleration unit for performing a hydraulic braking by applying a friction force to the axle or the wheel may be used as the deceleration unit instead of the engine brake.
  • a brake system capable of performing a PID control of the brake force may be used as well as a wet-type brake.
  • the vehicle control may be carried out so that the shift change in accordance with the shift range detected by the shift range detecting unit is permitted in a case where the second speed V 2 not more than the first speed V 1 is set in advance, and the vehicle speed detecting unit detects that the vehicle speed decreases down to a vehicle speed not more than the second speed V 2 .
  • the second speed V 2 is set to a value smaller than the first speed V 1 , and the first speed V 1 used as a control condition and the second speed V 2 used for canceling the control are set to different values, it is possible to control the vehicle in a stable manner by preventing hunting.
  • the speeds V 1 and V 2 are in a slow speed range (for example, a creep speed or so) of several km/h or so (for example, 1 to 5 km/h), and it is desirable that the first speed V 1 and the second speed V 2 are set to different values in a degree capable of preventing the hunting.
  • a slow speed range for example, a creep speed or so
  • the first speed V 1 and the second speed V 2 are set to different values in a degree capable of preventing the hunting.
  • the vehicle control is carried out so that an engine rpm decreases down to a value corresponding to an engine rpm during an idle rotation while allowing a clutch corresponding to the vehicle traveling direction to be in an engagement state. Accordingly, it is possible to easily apply the vehicle control unit to the general vehicle without a new particular component since the engine brake, used as the deceleration unit in the general vehicle, is used as a compulsory deceleration unit. Further, since it is possible to obtain a larger brake force by operating a foot brake if the operator feels necessary, it is possible to carry out the desired operation with a good responsiveness.
  • the vehicle control is carried out so as to allow an engagement of a clutch to be in an open state. Accordingly, it is possible to decrease the vehicle speed by controlling the deceleration unit other than the engine brake. Therefore, it is possible to carry out the prompt deceleration and thus to reduce a time until the shift change as a subsequent step is permitted.
  • an alarm unit is desirably provided so as to generate an alarm to an operator or a third person in the vicinity of the vehicle during the compulsory deceleration using the deceleration unit. Accordingly, it is possible for the operator or the third person in the vicinity of the vehicle to accurately check the vehicle state, and thus to promptly carry out the appropriate driving operation.
  • the vehicle according to the invention is the vehicle equipped with the vehicle control unit. Accordingly, it is possible to provide the vehicle having high durability and reliability without the inconvenience or the breakdown caused by the operator's erroneous operation.
  • control for permitting the shift change of the transmission in accordance with the operator's shift operation is carried out after vehicle speed of the vehicle decreases down to a vehicle speed not more than a predetermined speed, it is possible to reduce a load applied to the axle or the transmission of the vehicle and caused by the erroneous operation and to provide a satisfactory operation feeling to the operator.
  • the compulsory deceleration is canceled upon permitting the shift change, it is possible to smoothly switch the vehicle traveling direction.
  • the first speed V 1 used as a control condition and the second speed V 2 used for canceling the control are set to different values, it is possible to control the vehicle in a stable manner by preventing hunting.
  • the vehicle control is carried out upon decelerating the vehicle so that the clutch corresponding to the vehicle traveling direction is controlled to be in an engagement state and the engine rpm decreases down to a value corresponding to the rpm of the idle rotation
  • the engine brake used as the deceleration unit of the general vehicle, is used as the compulsory deceleration unit. Accordingly, it is possible to easily apply the vehicle control unit to general vehicles without a new particular component.
  • the vehicle control is carried out so that the engagement of the clutch is in an open state and the vehicle speed decreases by controlling the deceleration unit other than the engine brake upon decelerating the vehicle, it is possible to carry out the prompt deceleration and thus to reduce a time until the shift change as a subsequent step is permitted.
  • the alarm signal is output when the erroneous operation is carried out, it is possible for the operator or the third person in the vicinity of the vehicle to accurately check the vehicle state, and thus to promptly carry out the appropriate driving operation.
  • FIG. 1 is a schematic configuration diagram showing a control unit and peripheral units thereof according to an embodiment of the invention.
  • FIG. 2 is a configuration diagram showing an example of a distributed control unit according to the embodiment of the invention.
  • FIG. 3 is a state transition diagram showing an entire operation of a vehicle equipped with the control unit according to the embodiment of the invention.
  • FIG. 4 is a state transition diagram showing a driving control using the control unit according to the embodiment of the invention.
  • FIG. 1 is a schematic configuration diagram showing a control unit and peripheral units thereof according to an embodiment of the invention.
  • FIG. 2 is a configuration diagram showing an example of a distributed control unit according to the embodiment of the invention.
  • FIG. 3 is a state transition diagram showing an entire operation of a vehicle equipped with the control unit according to the embodiment of the invention.
  • FIG. 4 is a state transition diagram showing a driving control using the control unit according to the embodiment of the invention.
  • an automatic transmission realizing a forward one stage and a reverse one stage is shown as an example, but the invention may be applied to an automatic transmission having plural speed stages.
  • the configuration according to this embodiment may be applied to various vehicles as well as a passenger vehicle, and more particularly, to an industrial vehicle represented as a cargo handling machine such as a forklift or a reach stacker and a construction machine such as a motor grader, a bulldozer, or a wheel loader.
  • a control unit 20 is configured as a computer including therein a CPU, a RAM, a ROM, and the like.
  • the control unit controls an ON/OFF state of a hydraulic control electromagnetic valve (not shown) by controlling current supplied to a forward/reverse solenoid 8 , and controls a shift change of the vehicle by operating a clutch.
  • control unit 20 is connected to an engine 10 , and mainly controls a throttle valve 10 a of the engine 10 via a throttle valve operating mechanism 10 b on the basis of an input from an accelerator operating unit 5 so as to control an rpm of the engine 10 and to be served as an engine brake. Further, the control unit 20 is connected to a deceleration unit 7 and carries out a predetermined calculation process on the basis of an input signal from a shift range detecting unit 2 and a vehicle speed sensor 3 . The control unit supplies a control signal based on the calculation result to the deceleration unit (a brake operating mechanism 9 or the throttle valve operating mechanism 10 b ) 7 so as to carry out a deceleration control of the vehicle.
  • deceleration unit a brake operating mechanism 9 or the throttle valve operating mechanism 10 b
  • the deceleration unit 7 includes the throttle valve operating mechanism 10 b for controlling the throttle valve 10 a by receiving the control signal from the control unit 20 and the brake operating mechanism 9 for generating a brake hydraulic pressure by receiving the control signal from the control unit 20 .
  • the throttle valve operating mechanism 10 b is configured as a stepping motor.
  • the brake operating mechanism 9 is a hydraulic generating unit provided in a brake line or a brake master cylinder and generating a hydraulic pressure to operate the brake. For example, it is possible to change a deceleration amount by controlling the hydraulic pressure on the basis of a deceleration switch 90 .
  • control unit 20 is connected to a plurality of sensor groups for detecting various vehicle states, that is, at least the shift range detecting unit 2 for detecting a shift range selected by a shift operating unit 1 disposed in an operator's manipulation portion and the vehicle speed sensor 3 for detecting a vehicle speed. Further, in this embodiment, an engine rpm detecting unit 11 for detecting an rpm of the engine 10 is provided.
  • the shift operating unit 1 is operated by the operator, and is a unit for setting a desired shift range such as a forward, a reverse, and a neutral, the unit being, for example, a shift lever, a shift switch, or the like.
  • the shift range detecting unit 2 detects a shift range position input by the shift operating unit 1 and outputs a shift range detecting signal to the control unit 20 .
  • An accelerator opening degree detecting unit 6 detects an accelerator pressing amount of the accelerator pedal (an accelerator operating unit) 5 operated by the operator to be output to the control unit 20 .
  • the control unit 20 stores information used for obtaining an output value to be output by controlling an opening degree of the throttle valve 10 a of the engine via the throttle valve operating mechanism 10 b in correspondence to the accelerator pressing amount.
  • the control unit 20 controls the rpm of the engine 10 by controlling an output supplied to a stepping motor for controlling the throttle valve opening degree of the engine 10 in accordance with a detection signal from the accelerator opening degree detecting unit 6 .
  • a feedback control or the like may be carried out in such a manner that the engine rpm detecting unit 11 is provided and the detected rpm is output to the control unit 20 .
  • the deceleration unit 7 has a function of generating a brake force of the vehicle on the basis of the electric control signal from the control unit 20 .
  • the throttle valve operating mechanism 10 b for controlling the throttle valve 10 a by receiving the control signal from the control unit 20 the brake operating mechanism 9 for generating the brake hydraulic pressure by receiving the control signal from the control unit 20 , or a combination thereof is used.
  • a unit having a mechanical-type brake mechanism, an air-type brake mechanism, or a hydraulic-type brake mechanism such as the electromagnetic-control-type hydraulic brake may be used as the electromagnetic-control-type hydraulic brake.
  • the control unit 20 controls the forward/reverse solenoid 8 to carry out a forward/reverse switching operation in a vehicle traveling direction on the basis of the shift range detected by the shift range detecting unit 2 . That is, the forward/reverse solenoid 8 is electrically connected to the control unit 20 , and current supplied to the forward/reverse solenoid 8 is controlled on the basis of the control signal from the control unit 20 , thereby carrying out the forward/reverse switching operation in the vehicle traveling direction.
  • the power of the engine 10 is transmitted to an automatic transmission via a torque converter. After the forward/reverse switching operation is carried out in the automatic transmission to select the vehicle traveling direction, the power of the engine 10 is transmitted to left and right drive wheels via a differential gear (not shown).
  • the automatic transmission includes a forward clutch and a reverse clutch, and carries out the forward/reverse switching operation in the vehicle traveling direction by applying an operating hydraulic pressure to the clutches via an electromagnetic valve differentially operated by the forward/reverse solenoid 8 .
  • control unit 20 having the above-described function, a calculation process for each of the plurality of different controlling portions is carried out.
  • the control unit 20 may be integrally formed or may be separated for each controlling object.
  • An example of the distributed control unit 20 which is separated for each controlling object is shown in FIG. 2 .
  • the control unit 20 includes a vehicle control controller 21 , a traveling control controller 22 , an engine control controller 23 , and a meter panel 13 , the controllers being physically distanced from each other and being connected to each other via a communication line 30 . Additionally, the shift lever (shift operating unit) 1 is connected to the communication line 30 via the meter panel 13 .
  • the vehicle control controller 21 is connected to the vehicle speed sensor 3 , the forward/reverse solenoid 8 , and the like, and is a controller for carrying out a basic vehicle control except for an engine control, the controller carrying out, for example, a forward/reverse switching control.
  • the traveling control controller 22 is connected to the accelerator opening degree detecting unit (accelerator opening degree sensor) 6 and the like, and is a controller for carrying out a control for coping with a case where an operator erroneously carries out a shift operation in a direction opposite to the vehicle traveling direction, the controller carrying out, for example, a control for ignoring the shift change or a control for performing a compulsory deceleration.
  • the engine control controller 23 is connected to the engine 10 (not shown), and is a controller for controlling the engine rpm during a normal traveling mode.
  • the control unit 20 includes an alarm unit 12 .
  • the alarm unit 12 is a unit for generating an alarm toward the operator or a third person in the vicinity of the vehicle.
  • a general meter display unit may be provided with an alarm display unit for performing a display, a voice alarm unit for generating an alarm by means of a voice, or an alarm lamp 12 a for generating an alarm by turning on a lamp or turning on/off the lamp.
  • control unit 20 is operated in accordance with a control program storing the following controls in advance.
  • a start ON state is detected.
  • the control unit is set in accordance with an initial setting in the vehicle stop state.
  • the transmission is set to a neutral state (NT 1 ).
  • the reference speed V 0 is a value at which the vehicle is regarded to be in a stop state or in a slow speed state such as a creep speed, and may be appropriately set in accordance with a specific configuration of the vehicle.
  • a configuration based on the engine rpm may be provided as another method.
  • a configuration may be provided in which a control is carried out on the basis of the accelerator opening degree detected by the accelerator opening degree detecting unit 6 .
  • the detection value indicates a movement in accordance with the engine rpm
  • the engine rpm may be indirectly detected for use.
  • the accelerator opening degree is involved with the engine rpm, the same control as the above-described control may be carried out.
  • the prohibiting control for prohibiting the shift change is carried out (FNT 1 ).
  • the canceling control is a control for carrying out the shift change of the transmission in accordance with the shift operation of the shift lever 1 , thereby setting a normal forward traveling mode (F 2 ).
  • the control unit 20 carries out a control for ignoring the shift change to the reverse R, and a deceleration traveling control is carried out by the deceleration unit 7 (F 3 ).
  • the transmission is in the neutral state (NTF 1 ).
  • the vehicle speed is not less than the predetermined shift change prohibiting control starting speed (the reverse traveling mode during the forward traveling mode) V 1FR and the shift operation is carried out from the forward F to the neutral N in a state where the vehicle travels in the normal forward traveling mode (F 2 )
  • the transmission is in the neutral state (NTF 1 ).
  • the vehicle speed is not less than the predetermined shift change prohibiting control starting speed (the reverse traveling mode during the forward traveling mode) V 1FR in a state where the shift operation is carried out to the reverse R in this state
  • the above-described traveling mode control (F 3 ) is carried out.
  • the shift change prohibiting control starting speed (the reverse traveling mode during the forward traveling mode) V 1FR and the shift change prohibiting control canceling speed (the reverse traveling mode during the forward traveling mode) V 2FR may be set to the same value, but it is desirable to set V 1FR >V 2FR from the view point of stably controlling the vehicle by restricting hunting.
  • the shift change to the forward F is not determined by the control unit 20 , and the deceleration traveling mode control is carried out by the deceleration unit 7 (R 3 ).
  • the neutral state (NTR 1 ) is permitted.
  • the vehicle speed is not less than the shift change prohibiting control starting speed (the forward traveling mode during the reverse traveling mode) V 1RF in a state where the shift lever 1 is switched to the forward F.
  • the above-described traveling mode control (R 3 ) is carried out.
  • the shift change prohibiting control starting speed (the reverse traveling mode during the forward traveling mode) V 1FR and the shift change prohibiting control starting speed (the forward traveling mode during the reverse traveling mode) V 1RF may be set to the same value or different values.
  • the shift change prohibiting control canceling speed (the reverse traveling mode during the forward traveling mode) V 2FR and the shift change prohibiting control canceling speed (the forward traveling mode during the reverse traveling mode) V 2RF may be set to the same value or different values.
  • the compulsory deceleration may be carried out until the vehicle stops and the vehicle speed is not more than the shift change prohibiting control canceling speed V 2 (V 2FR in a case of the reverse traveling mode during the forward traveling mode or V 2RF in a case of the forward traveling mode during the reverse traveling mode).
  • V 1FR , V 1RF , V 2FR , and V 2RF may be arbitrarily set in accordance with the specific configuration of the vehicle without departing from the spirit of the invention.
  • a traveling mode control A is carried out by the control unit 20 ( 102 ).
  • the control unit 20 carries out a control for ignoring the shift change to the reverse R and a control for decreasing the vehicle speed by means of the engine brake. That is, in terms of the control signal of the control unit 20 , the switching operation of the forward/reverse solenoid 8 corresponding to the shift operation is not carried out.
  • the forward solenoid corresponding to the vehicle traveling direction is maintained to be in an ON state (the reverse solenoid is maintained to be in an OFF state), and the opening degree of the throttle valve 10 a is narrowed to compulsorily decrease the engine rpm and to operate the engine brake. It is desirable that the engine rpm decreases down to a value corresponding to the rpm of the idle rotation.
  • the accelerator input by the operator may be cancelled.
  • the control unit 20 is allowed not to send an output to a proportional valve of the throttle vale of the engine 10 regardless of the operator's accelerator operation.
  • the linkage mechanism may be configured to be temporarily disconnected during the traveling mode control. This is carried out so as to prevent a case in which the brake force using the deceleration unit 7 is canceled by an acceleration force using the accelerator pedal.
  • the alarm unit 12 informs the operator or the third person that the departure control is currently carried out or informs the operator of the subsequent operation to be carried out.
  • the vehicle speed sensor 3 detects that the vehicle speed is not more than the shift change prohibiting control canceling speed (the reverse traveling mode during the forward traveling mode) V 2FR during the traveling mode control A
  • the shift change of the transmission in accordance with the shift operation using the shift lever 1 is controlled to be permitted. That is, when the detected vehicle speed is not more than the shift change prohibiting control canceling speed (the reverse traveling mode during the forward traveling mode) V 2FR , the forward solenoid is made to be in an OFF state and the reverse solenoid is made to be in an ON state in correspondence to the reverse R detected by the shift range detecting unit 2 , thereby carrying out the reverse traveling mode. At this time, the alarm generated by the alarm unit 12 is canceled.
  • the traveling mode control A is carried out in the same manner as the above-described control ( 102 ).
  • the traveling mode control A is carried out in the neutral state ( 101 )
  • current is supplied to the forward solenoid in order to operate the forward clutch corresponding to the vehicle traveling direction.
  • the shift change of the transmission in accordance with the shift operation using the shift lever 1 is controlled to be permitted.
  • the shift change of the transmission is carried out to the neutral in the same manner as the normal control ( 104 ).
  • a traveling mode control B is carried out ( 105 ).
  • the control unit 20 carries out a control for ignoring the shift change to the forward F and a control for decreasing the engine rpm (vehicle speed) by means of the deceleration unit 7 . That is, in terms of the control signal of the control unit 20 , the reverse solenoid is maintained to be in an ON state (the forward solenoid is maintained to be in an OFF state).
  • the control unit 20 outputs a control signal for operating the deceleration unit 7 , thereby compulsorily decreasing the vehicle speed.
  • the alarm unit 12 generates an alarm towards the operator or the third person in the vicinity of the vehicle.
  • the shift change in accordance with the shift operation using the shift lever 1 is controlled to be permitted.
  • the forward/reverse solenoid 8 is switched, the reverse solenoid is made to be in an OFF state, and then the forward solenoid is made to be in an ON state, thereby carrying out the forward traveling mode.
  • the alarm unit 12 is canceled.
  • the traveling mode control B is carried out in the same manner as the above-described control ( 105 ). Even in a case where the traveling mode control B is carried out in the neutral state ( 104 ), in the same manner as described above, when the vehicle speed is not more than the shift change prohibiting control canceling speed (the forward traveling mode during the reverse traveling mode) V 2RF , the shift change of the transmission in accordance with the shift operation using the shift lever 1 is controlled to be permitted.
  • the invention may adopt a braking unit capable of controlling a brake force on the basis of an electrical signal from the control unit 20 or may adopt an engine brake, an electromagnetic-control-type hydraulic brake, or the combination thereof.
  • the control unit 20 In a case where the compulsory deceleration is carried out by means of the electromagnetic-control-type brake as the deceleration unit 7 , the control unit 20 outputs a predetermined control signal, set in advance with respect to the brake solenoid, to the brake solenoid. By operating the electromagnetic valve in accordance with the control signal, it is possible to generate a desired brake force. At this time, the control unit stores a data table involved with the brake force, and the brake force may be arbitrarily set. In a normal driving state other than the compulsory deceleration state, the control signal in accordance with an operator's brake operation amount is output to the brake solenoid.
  • the control unit 20 carries out a control so as to first generate the brake force in accordance with the operator's brake operation.
  • the control unit 20 may output a control signal to the forward/reverse solenoid 8 so as to allow the clutch to be in an open (neutral) state, and may output a control signal to the brake solenoid so as to obtain a predetermined brake force. Accordingly, it is possible to prevent a brake force offset caused by the operator's accelerator operation and thus to efficiently carry out a deceleration.
  • the compulsory control may be continued until the vehicle stops upon carrying out the compulsory deceleration control. Accordingly, since it is possible to inform the operator of the erroneous operation, it is possible to move to a state where the vehicle is operated again in a stable manner.
  • control for permitting the shift change of the transmission in accordance with the operator's shift operation is carried out after vehicle speed of the vehicle decreases down to a vehicle speed not more than a predetermined speed, it is possible to reduce a load applied to the vehicle and caused by the erroneous operation and to provide a satisfactory operation feeling to the operator.
  • the compulsory deceleration is canceled upon permitting the shift change, it is possible to smoothly switch the vehicle traveling direction.
  • the first speed V 1 as a control condition and the second speed V 2 for canceling the control are set to different values, it is possible to control the vehicle in a stable manner by preventing hunting.
  • the vehicle control is carried out upon decelerating the vehicle so that the clutch corresponding to the vehicle traveling direction is controlled to be in an engagement state and the engine rpm decreases down to a value corresponding to the rpm of the idle rotation
  • the engine brake used as the deceleration unit of the general vehicle, is used as the compulsory deceleration unit. Accordingly, it is possible to easily apply the vehicle control unit to the general vehicles without a new particular component.
  • the vehicle control is carried out so that the engagement of the clutch is in an open state and the vehicle speed decreases by controlling the deceleration unit other than the engine brake upon decelerating the vehicle, it is possible to carry out the prompt deceleration and thus to reduce a time until the shift change as a subsequent step is permitted.
  • the alarm signal is output when the erroneous operation is carried out, it is possible for the operator or the third person in the vicinity of the vehicle to accurately check the vehicle state, and thus to promptly carry out the appropriate driving operation.
  • the invention is applicable to various vehicles including the passenger vehicle, and more particularly, to the whole cargo handling industrial vehicle such as the forklift in which the forward/reverse switching operation is frequently carried out.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
US12/375,599 2008-02-26 2008-07-15 Vehicle control unit and vehicle equipped with the same Active 2029-03-10 US8880303B2 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP20080452682008 2008-02-26
JP2008045268A JP4838820B2 (ja) 2008-02-26 2008-02-26 車両制御ユニット及び該ユニットを搭載した車両
JP2008-045268 2008-02-26
PCT/JP2008/063093 WO2009107255A1 (ja) 2008-02-26 2008-07-15 車両制御ユニット及び該ユニットを搭載した車両

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US20110313627A1 US20110313627A1 (en) 2011-12-22
US8880303B2 true US8880303B2 (en) 2014-11-04

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US (1) US8880303B2 (de)
EP (1) EP2138742B1 (de)
JP (1) JP4838820B2 (de)
CN (1) CN101688605B (de)
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WO (1) WO2009107255A1 (de)

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US20110313627A1 (en) 2011-12-22
EP2138742B1 (de) 2013-03-20
EP2138742A1 (de) 2009-12-30
WO2009107255A1 (ja) 2009-09-03
JP4838820B2 (ja) 2011-12-14
CN101688605A (zh) 2010-03-31
CN101688605B (zh) 2014-09-17
ES2406377T3 (es) 2013-06-06
JP2009204032A (ja) 2009-09-10
EP2138742A4 (de) 2011-06-22

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